Railway draft rigging



June 7, 1932. s, B HASELTINE 1,861,629

RAILWAY DRAFT RIGGING Filed April 14, 1928 2 Sheets-Sheet l June 7, 1932. s. B. HASELTINE;

RAILWAY DRAFT RIGGING Filed April 14, 1928 2 Sheets-Sheet 2 Patented June 7, 1932 'PTET FF'H'CE STACY B. EASELTINE, OF CHCAGO, IIJLILOIS,Y ASSIGNOR TO W. H. MINER, INC., OF CHAGO, LLNOES, A CORPORATION OF DELAVARE RAILWAY DRAFT RIGGING Application filed April 14,

This invention relates to improvements in railway draft riggings.

One object of the invention is to provide a railway draft rigging which is adapted for use in connection with the standard spaced draft sills of railway cars and which providesv for a shock absorbing capacity in bun" which is greater' than that in draft, and materially greater than the capacity of the usual draft gear in bud, to take care of the excessively high shocks encountered, vherein the added high capacity in buff is obtained by providing, in addition to the shock absorbing means at the opposite ends of the car, shock absorbing means interposed therebetween, which is actuated in bud only.

Another object of the invention is to provide a railway draft rigging of the character indicated, wherein the buiiing movement of the coupler at each end of the car is greater than the draft movement thereof, and the ultimate blow delivered to the bolsters of the car, thereby preventing damage to' the underframe structure.

A. further object of the invention is to provide a draft rigging for railway cars having 'tie usual body bolsters, including a shock absorbing mechanism at each end of the car adapted to be actuated in both buff and draft, a second sbccl absorbing mechanism at each and of the car actuated through the inward movement of the corresponding first-named shock absorbing mechanism and having its inward iovement limited by stop means at the body bolster at the same end of the car when the actuating force is applied to the coupler at one end of the car, a center column load transmitting member, shocl absorbing means at opposite ends of the columnmember, and means movable with respect to the car nnderframe structure and holsters interposed between the second-named shock absorbing mechanism andthe shock absorbing means cooperating with the column for transmitting buiging shocks from said second-namedshoch absorbing mechanism to the shock absorbing means,owhereby when blows are delivered at bothv ends of the car simultaneously, the column, and notv the holsters, willV take the ulti- 1928. Serial No. 269,957.

mate blow, thus relieving the center sills from load.

Other and further objects of the invention will more clearly appear from the description and claims hereinafter followino'.

ln the drawings, forming. part ofthis specilication, Figure l is a horizontal, longitudinal, sectional view of a portion of the car underframe at one end of the car, illustrating my improvements in connection therewith. Figure 2 is a plan view of a central column member employed inl connection with my improvements. Figure 3 is a horizontal, longitudinal, sectional view through a'portion of the car underframe structure at the other'end of the car, illustrating my improvements in connection therewith, Figure 3 being a con'- tinuation of F igure 2 and Figure 2 being a continuation of Figure l. Figur-e l is a vertical, longitudinal, sectional view-,corresponding substantially to the line l-e of Figure l. And Figure 5 is al horizontal, longitudinal, sectional view of the und'erframe structure of a car at thecentral portionof the saine,

illustrating a: different enrbordimentof the invention.v

ln said drawings, referring first to the embodiment of the invention illustrated in Figures l to' ,inclusiveL lO-lO' indicate the usual spaced raft sills of,l thek car' underframe structure and'll;l1 the body bolstersat the opposite ends of theY car. The usual striking `casting l2 and carry iron 17- arelemployed at each-end ofthe car, and'as\ show-n in Figures l and 3,.the castingsaresecured to the draft sills l0 at: the oppositeendsthereof and are provided with the usual central opening withineach of which the shank of a coupler 18 of the usu'alfornr i's1d-isposed.

ln carrying; out the invention as illustrated in Figures l to ,inclusi've, a yokemember ll is employed at each end of the car, eachyole member letbeing connected to thecor'- responding coupler 13 by means of a coupler key l5 extending througlr the shank ofthe coupler andV alignedl slots 16-16 in! the side walls of the` hood of theV yoke; As shown,v thebottom wallof the yokefhood-fis extended; forwardly and rides on the carry iron-157 and supports the coupler'shank adjacent the coupler horn, At each end of the car, the draft sills are provided with stop castings 18-18 secured to the inner sides of the sills and provided with key-receiving slots 19-19 which 5 register with similar slots in the draft sills.

5 suitable manner and, as herein shown, is

preferably secured by rivets.

The casting 22 is provided with a cent-ral opening and the side walls are outwardly elongated and have their front ends extending an appreciable distance beyond the front edge of the corresponding body bolster 11, the rear ends thereof being in substantial alignment with the rear edge of said body bolster. Each side wall of the casting 22 is 5 reduced in width at the outer end thereof,

thereby providing a guide member 23, for a purpose hereinafter described, and a stop shoulder 24 spaced inwardly from the outer end of the said casting.

The shock absorbing means of my improved railway draft rigging comprises, broadly, two friction shock absorbing mechanisms A disposed at opposite ends of the car, two additional friction shock absorbing mechanisms B disposed inwardly of the firstnamed shock absorbing mechanisms at corresponding ends of the car, two spring shock absorbing means C disposed between the body bolters, and a column load transmitting member D disposed centrally of the car and between the spring shock absorbing means C.

The frictionk shock absorbing mechanism A at each end of the car is disposed within the corresponding yoke member 14 and includes the usual friction shell and friction means co-operating therewith, the, friction means preferably including a wedge member 25 and co-operating friction shoes 9 26-26, the shoes being resisted in their inward movement by the usual main spring resist-ance which is disposed within the friction shell. The friction shell bears directly on the transverse end section of the yoke 5 and the wedge member of the friction shock absorbing mechanism bears on a front follower 27 which co-operates with the stop lugs 20 and is also disposed within the yoke. The inner end of the shank of the corresponding :5 coupler bears directly on the follower 27.

The friction shell of the friction shock absorbing mechanism A is guided for longitudinal movement Vbetween the guide castings 21-21.

"T5 The two additional friction shock absorbing mechanisms B are of similar design, each comprising a friction shell and a friction means co-operating therewith. The `friction means includes a wedge member 28 and co-operating friction shoes 29-29 resisted by the usual spring mea-ns disposed within the shell. The friction shock absorbing 'include inner and outer follower casings 31 and 32. The outer follower casing 32 is provided with an outwardly projecting post section 33 which extends through the opening of the filler casting 22 and engages the inner side of the follower 30. The follower casings 31 and 32 of the spring shock absorbing means C are each in the form of box-like members having top, bottom and side walls and a transverse end wall. Each of the casings 31 and 32 is divided into four spring compartments by central, horizontal and vertical partition walls. The spring pockets thus provided are preferably of substantially cylindrical cross section, so as to properly co-operate with the springs. A spring resistance, in the form of a coil 34, is disposed within each spring pocket and has the opposite ends thereof bearing on the end walls of the two follower casings. The follower casings of each spring shock absorbing.;- means C are held assembled by a longitudinally disposed retainer bolt 35, having the head thereof anchored in a socket provided in the casing 31 and having the shank 36 therc- V1 of extending through the post section 33, the nut of the bolt being anchored within a pocket 37 at the front end of the post. The bolt is so adjusted that the spring resistance elements 34 will be under a heavy initial` compression and that the adjacent ends of the casings 31 and 32 will be spaced apart a predetermined distance.

The column load transmitting member D is interposed between the inner casings 31 of the two spring shock absorbing mechanisms. The post D is in the form of an I-beam member having a head 38 at each end thereof. The head 38 is formed by a transverse plate member connected to the -beam 'fiif by means of angle sections which are riif'eted to the web of the I-beam and the back of the plate. The head is also reinforced by top and bottom plate sections, thereby providing a. heavy rugged construction. The column load transmitting member D is iitted between the casings 31-31 of the two spring shock absorbing means C and the head members thereof bear directly on the end walls of these casings.

The yoke members 14 at the opposite ends of the car and the friction shock absorbing mechanisms B are suitably supported by saddle plates 39-39 which are secured to the lower flanges of the draft sills l0. Similar saddle plates, which are not sho-wn, are em-v ployed to support the column member D.

ln the normal position of the parts of the railway draft rigging, as shown in Figures l to 4, inclusive, and as illustrated therein, the column sections 33 of the follower casings 32 project beyond the stop shoulders 24 of the castings 22, so that the corresponding' followers 30 are normally spaced a predeter- .mined distance from said stop shoulders.

The end walls of the casings 32 proper are also slightly spaced from the inner ends of the castings 22, as clearly illustrated in Figures l and 3. The slots 19 of the stop castings i3 and the corresponding slots in the draft sills are of such a length as to permit outward movement of the keys l5 to an eX- tent equal to the permissible compression of the friction shock absorbing mechanisms A between the yokes and the followers 27 rlhe slots extend rearwardly such a distance that a full compression stroke of each coupler 13 is permitted in buff, which stroke is of considerably greater length than the draft stroke. rl`he slots 16 of the yoke are of such a length s as to permit of this movement, and the location of the keys l with respect to the yoke slots is such that the yokes will be actuated in unison with the couplers in draft. rlhe operation of my improved railway draft rigging, as illustrated in Figures l to. 4, inclusive, assuming a pulling or draft action being applied to the coupler 13 at the left-hand end of Figure l, is as follows The yoke will be pulledA forwardlyin unison with the coupler 13: by means of the key l5, thereby compressing the friction shock absorbing means A at the corresponding end of the car between the yoke and the follower fr 27 which is held against outward movement by the stop lugs 20. The compression will continue either until the actuating force isk reduced or outward movement of the friction shell of the shock absorbing mechanism A is limited by engagement with the follower 27.

lt is also pointed out that the front edges of the yoke side and top walls will at the same time limit outward movement of the yoke by engagement with the inner end of the striking casting. It will be evident that during this action there will be no movement of the parts of the shock absorbing mechanism. disposed between the two friction shock absorbing mechanisms A at the opposite ends of the car; When the actuating'` force in the dra-ft. action is reduced, the expansive action o-f the spring resistance of the friction shock absorbing mechanism A will restore the parts to the normal position shown in Figure 1.

The bu-iiing action of the railway draft rigging is as follows: Assuming the coupler 13 at the` left-hand end of Figure l as moving inwardly during the bufng action, the follower 27 will be forced inwardly therewith,

forcing the friction shock absorbing meclra- ,l

nism A and the yoke member 14 inwardly also. As the inner end of the yoke member 14 bears directly on the friction shell of lthe adjacent shock absorbing mechanism B the latter will be forced inwardly also, carrying the follower 30- therewith and forcing the post section 33 and the casing .32 thereof inwardly also, thereby compressing the springs 34 against the casing 3l. There will also be an inward movement of the casing 31 at this time, causing the column D to be forced in the same direction, thereby forcing the casing 3l at the opposite end of the column outwardly against the springs 34, thereby compressing the 'latter against. the end wall of the corresponding casing 32, outward movement of the last-named casing 32 being resisted by the friction shock absorbing mechanisms B and A at the opposite end of the car through the medium of the post section 33 of said casing. f;

The compression of the springs 34 of the two spring shock absorbing means C will continue until the follower .30 of the friction shock absorbing mechanism B at the left-hand end of Figure l is arrested by vengagement with the stop shoulders 24. Although there will probably be some slight compression of the friction shock absorbing means of the'mechanisms A and B during this time, the samema-y be substantially disregarded. Vhen the follower 30, shown in Figure l, is arrested in its movement, both. the friction shock absorbing mechanism A and the friction shock absorb.-

ing mechanism B will be compressed by the further inward movement of the coupler 13. through the follower 27. 'The described action will continue either until relative movement of the followers 27 and 30, with respect to the friction shells of the mechanisms A and B, is arrested by engagement of the followers and shells, or until the actuating force is; re,- duced.

During release, the spring resistance elements 34 will restore theV casings'3l and 32 to their normal position and the spring resis-tmitted between the shell of the same and the corresponding follower 27. The compression stroke of the mechanism in buff, when actuated from either end of the car, will be equal to the movement permitted between the follower 27 and the casingl of the friction shock absorbing mechanism A, between the follower 30 and the casing of the frictionshock absorbing mechanism B, and between the follower 80 and the stop shoulders 24 of the casting 22. It will be evident that the compression of the two spring shock absorbing means C is equal to the movement permitted between the follower 30 and the stop shoulders 24. The spacing between the casings 31 and 32 of the two spring shock absorbing mechanisms C is such that the follo-wer 30 will engage the stop shoulders 24 before the casings of each spring shock absorbing means engage each other. f

When the buiiing shocks are applied to both ends of the car simultaneously, that is, when the buiiing force is applied to cars coupled together, the shock absorbing mechanisms A at both ends of the car will be compressed by the corresponding couplers, also compressing the shock absorbing mechanisms B against the posts 33, compressing the two spring shock absorbing means C simultaneously from opposite ends of the car. lnasmuch as the clearance between the casings 31 and 32 of each spring shock absorbing means C is less than the clearance between each follower 30 and the corresponding stop shoulders 24 of the bolster filler castings, the casings 31 and 32 will engage each other before the followers 80 are limited in their movement and the ultimate shock will be taken up by the column member instead of thedbolsters, relieving the center sills from loa Referring to the embodiment of thev inv vention illustrated in Figure 5, the railway draft rigging at opposite ends of the car is substantially the same as that described in connection with the form of the invention illustrated in Figures l to 4, inclusive. The arrangement of spring shock absorbing means, which is disposed between the bolsters, and the pressure-transmitting elements whichact to compress the spring shock absorbing mechanism is of somewhat different construction. As shown in Figure 5, the draft sills which correspond to the sills 10 of the embodiment of the invention hereinbefore described, are indicated by 110, and the bolsters lof the car underframe structure are indicated by lll-lll. In this instance,`the

' holsters are provided with center iiller. castings 40-40 which are cut away at opposite sides to provide guideways 41-41 between the same and the inner sides of the draft sills. At the left-hand end of Figure 5, a friction shock absorbing mechanism is shown, which is designated by E and which corresponds to the friction shock absorbing mechanism B shown in Figure l. This shock absorbing mechanism includes the usual friction shell and friction system co-operating therewith, which comprises a. wedge member 42 and co-operating friction shoes 43-43 which are resisted by the usual spring means within the shell. vThe wedge member 42 bears on a follower plate 44 which is disposed within a casing 45. The casing is guided for movement between the draft sills. The corresponding casing at the other end of the car is also indicated by 45 at the righthand end of Figure 5.

The spring vshock absorbing means which is disposed between the holsters lll, as shown in Figure 5, comprises two casings 46-46 which are of box-like form and have transverse outer end walls 474-47. A spring resistance member 48', under heavy initial compression, is disposed within the casings and has the opposite ends thereof bearing on the end walls 47 of the same. As shown, the inner ends of the! casings 46 are spaced apart to permit a certain amount of compression of the spring resistance 4S. Two column members 49-49 are employed, the same being disposed at opposite ends of the spring shock absorbing mechanism. Each column member 49 comprises a main-column section 50, having transversely disposed end plate members 51-51 at the opposite ends thereof and outwardly extending spaced arms 52-52 secured to the outermost plate members 51 of the same. The innermost plate members 51 of the columns 49 bear directly on the end walls 47 of the casings 46. The two arms 52 of each column member are guided in the guideways 4l between thefller castings of the bolsters and the draft sills. As clearly shown at the left-hand end of Figure 5, the outer end portions of the arms 52 bear directly on the follower casing 45 `of the friction shock absorbing mechanism E. The normal position of the parts of the railway draft rigging is illustrated in Figure 5, and, as shown, the followers'45 are spaced from the outer end faces of the filler blocks 40. The clearance provided between the filler blocks 40 and the follower casings 45 is such as to permit compression of the spring 48 in buff, but is such that the movement of the follower 45 will be limited before the casings 46 of the spring shock absorbing means, engage each other.

rlhe Vfriction shock absorbing mechanisms E, the casings 46, and the column -members 49 may be supported for movement in any suitable manner, and, as herein shown, are supported by saddle plates '53.-53 which are secured-to,V the lower flanges of the draft sills.Av

The operationV of the railway draft rigging, as illustrated in Figure 5, is substantially the same as-that of the embodiment of the invention illustrated Vin Figures l to 4, inclusive. The friction shock absorbing mechanismsV at opposite ends of the car are actuated in both buff and draft independent of the shock absorbing'means disposed inwardly thereof, the latter being actuated only in buff through the friction shock absorbing mechanism at either end of the car. The additional friction shock absorbing mechanisms which' are indicated by E in Figure 5 are actuated in the same manner as the shock absorbing mechanisms B hereinbefore described. Upon inward movement of the friction shock absorbing mechanism E, shown at the left-hand end of Figure 5, the arms 52 will be forced inwardly, thereby forcing the casing 46 engaged by the corresponding column member 49 toward the other casing 46 and compressing the spring resistance 48, movement of the casing 46 at the right-hand side of Figure 5 being resist-` ed bythe corresponding column 49 and the friction shock absorbing mechanisms at the same end of the car.

IVhile I have herein shown and described what I consider the preferred manner of carrying out my invention, the same is merely illustrative and I contemplate all changes and modifications which come within the scope of the claims appended hereto.

I claim:

l. In a draft rigging for railway cars having body holsters at the opposite ends thereof, the combination with a shock absorbing mechanism at each end of the car, actuated in both buff and draft; of shock absorbing means interposed between the shock absorbing mechanism at each end of the car and the corresponding body bolster and movable with respect to said bolster, and adapted to receive bufling shocks transmitted through said end shock absorbing mechanism;

o and pressure-transmitting means extending through said holsters and interposed between said shock absorbing means at opposite ends of the car, said pressure-transmitting means being yieldable to absorb buifing shocks.

2. In a draft rigging for railway cars having body7 holsters at opposite ends thereof, the combination with a shock absorbing mechanism at each end of the car, actuated in both Y buff Vand draft; of a shock absorber interposed between each of said shock absorbing mechanisms and the corresponding bolster, said shock absorber being movable with respect to the bolster and having its inward movement limited by stop means at said bolster; additional shock absorbing means interposed between said bolsters; and pressuretransmitting means between said additional shock absorbing'means and the shock absorbers at opposite ends of the car.

3. In a draft rigging for railway cars hav- Y sorbing mechanism actuated in both buff and draft, and an additional shock absorbing mechanism movable with respect to the corresponding bolster and actuated through said first-named shock absorbing mechanism in buff and having its inward movementlimited by stop means at said bolster; and a yielding column means interposed between said shock4 absorbing means at opposite ends of the car, said yielding column means including a shock-absorbing means interposed between said holsters.

4. In a draft rigging for railway cars, `the combination with shock absorbing means at opposite ends of the car, each of said means including two shock absorbing mechanisms, one of which is actuated in both buff and draft, and actuates the other shock absorbing mechanism in buff only; and column means interposed between the shock absorbing means at opposite ends of the car, said column means being yieldable.

5. In a draft riggingfor railway cars having spaced body holsters, the combination With a Yshock absorbing means at each end of the car, actuated in both buff and draft; of a second shock absorbing mechanism at each end of the car, actuated through said first shock absorbing mechanism in buff, said second shock absorbing Ymechanism being movable with respect tothe bolster at the corresponding end of the car and limited in its inward movement by stop means at said bolster; a column load transmitting member interposed between said holsters; shock absorbing means at opposite ends of said column member; and follower means co-operating with each of said last-nained shock absorbing means, said followers extending through and being movable with respect to the corresponding bolsters and receiving the bufhng shocks from said second-named shock absorbing mechanism at each end of the car.

6. In a draft rigging for railway cars, the combination withl a shock absorbing mechanism at each end of the car, adapted to receive both bufing and draft shocks; of means adapted to receive bufting shocks interposed between said shock absorbing mechanisms, said means including a yielding central column member and buing gears at opposite ends of said column interposed between the column ends and the shock absorbing mechanisms at the ends of the car.

7. In a draft rigging for railway cars having spaced draft sills, the combination with a coupler at each end of the car; of a yoke having a lost motion connection with each coupler; a shock absorbing mechanism within each yoke, said shock absorbing mechanism being actuated by the yoke in draft and by inward movement of the coupler in buff stop means on the draft sills for limiting outward movement of the shock absorbing mechanisms at opposite ends of the car; and buffing means interposed between said shock absorbing mechanisms and actuated thereby,

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said bufing means including a yieldable column member and shock absorbers at opposite ends of the column member interposed between the same and the shock absorbing mechanism at each end of the car. Y

8. In a draft rigging for railway cars having spaced draft sills and body bolsters at opposite ends of the car, thecombination with a coupler at each end of the car, said coupler having a longer stroke in buff than in draft; a shock absorbing mechanism actuated by said coupler in bud; yoke means connected to said coupler for actuating the corresponding shock absorbing mechanism in draft; stop means on said sills at opposite ends of the car, opposing outward movement of each shock absorbing mechanism; stop means at said holsters; buing means interposed between the-shock absorbing mechanisms at opposite ends of the car, said bufing means including spring shock absorbing means between the bolsters; a shock absorber at each end of the car, movable with respect to the bolsters and actuated by said shock absorbing mechanisms in buff; and means interposed between the shock absorbers and said spring shock absorbing means for transmitting the actuating force from one shock absorber to the other. v

9. In a draft rigging for railway cars provided with center sills, the combination with body bolsters at opposite ends of the car; of stop means at each bolster; shock absorbing means at opposite ends of the car adapted to receive bufling shocks; coupler means at each end of the car through which the shock absorbing means is actuated; column means independent of the center sills and bolsters, said column means being interposedl between said shock absorbing means at opposite ends of the car, said column means being yieldable to a limited extent; followers at each end of the column means interposed between the same and the shock absorbing mea-ns, said followers being normally spacedfrom said stop means such a distance that when the shock absorbing means at opposite ends of the car are compressed by blows delivered simultaneously to both couplers the column will be compressed to itsV yieldable limit without engagement of the followers with the stops, whereby the load is assumed entirely by said column, relieving the sills and underframe structure of the car fromload.

l0. In a draft rigging for railway cars having spaced body bolsters, the combination with shock absorbing means at opposite ends of the car, each means including a shock absorbing mechanism actuated in both buff and draft, and an additional shock absorbing mechanism movable with respect to the corresponding bolster and actuated through said first-named shock absorbing mechanism in buff and having its inward movement limited by stop means at said bolster; a two part column member interposed between the shock absorbing means at opposite ends of the car; and cushioning means interposed between the parts of said column and yieldingly resisting relative approach of the same.

1l. In a draft rigging for railway cars having spaced body bolsters, the combination with a friction shock absorbing mechanism at each end of the car actuated in both buff and draft; of a compressible shock absorber at each end of the car movable with respect to the bolsters and engaged at the outer end by the' friction shock absorbing mechanism at the same end of the car, and actuated by said friction shock absorbing mechanism in buff spring shock absorbing means between the bolsters, one of said bolsters forming a buffing stop for one end of said spring shock absorbing means, and the other bolster forming a bufiing stop for the other end of said spring shock absorbing means, said spring shock absorbing means being compressible from opposite ends; and movable pressuretransmitted members interposed between said spring shock absorbing means and each of said shock absorbers, said pressure-transmitting members bearing respectively'on the opposite ends of said spring shock absorbing means and each of the pressure-transmitting members being engagedl at the outer end by the correspondingshock absorber and actuated thereby in buff.

12. In a draft rigging for railway Cars, the combination with bolsters at opposite ends of the car; of shock absorbing means at opposite ends of the car, outwardly of said bolsters,

actuated in both buff anddraft; a longitudinally compressible yielding column means for transmitting bufing shocks from one of said shock absorbing means to the bolster at the opposite end of the car during a part of the buing action of the mechanism; stop means on each bolster; and movable means cooperating'with each shock absorbing means and normally spaced from said stop means of the corresponding bolster a distance less than the maximum buiing stroke of the rigging, for transmitting the bufiing shock to said bolster after said space has been taken up.

13. In a draft rigging for railway cars, the combination with bolsters at opposite ends of the car, of shock absorbing means at opposite ends of the car outwardly of said bolsters, actuated in both buff and draft; a longitudinally compressible yielding column means for transmitting buiiing shocks from one of said shock absorbing means to the bolster at the opposite end of the car during the first part of the buiiing action of the mechanism; and means for limiting compression of said column means and transmitting the bufling shock from said shock absorbing means to the bolster at the same end of the car comprising a member at each end of the car normally spaced from the bolster at the same end of the car a distance less than the full buing stroke of the rigging, said member being movable with the column means and limiting compression of said column mea-ns by engagement with said bolster.

14. In a draft rigging for railway cars, the combination with bolsters at opposite ends of the car; of shock absorbing means at opposite ends of the car, actuated in both buftn and draft; means including a movable member for transmitting the bufng shocks from each shock absorbing means to one of said holsters; and means on the other bolster for engaging said member and arresting movement thereof after partial bufling action of the rigging, whereby the bufling force is transmitted to said last named bolster during the remainder of the buliing action.

l5. In a draft rigging for railway cars, the combination with bolsters at opposite ends of the car; of shock absorbing means at opposite ends of the car actuated in both buff and draft; and means movable with respect to both of said bolsters during part of the buifing stroke of the rigging for transmitting bun-ing shocks from each shock absorbing means to one of said bolsters, said means being held against movement during the remainder of the bufling stroke by engagement with the other bolster, whereby the buning forces during the remainder of the buffing action are delivered to said last named bolster.

In Witness that I claim the foregoing I have hereunto subscribed my name this 12th day of April, 1928.

STACY B. HASEL-TINE. 

